Rudder for sea-going vessels



March 1933. J. G. VADSET RUDDER FOR SEA GOING VESSELS Filed Jan. 25, 1932 4 Sheets-Sheet 1 //WE/Y TOE.

March 7, 1933.

J. G. VADSET 1,900,848

RUDDER FOR SEA GOING VESSELS Filed Jan. 25, 4 Sheets-Sheet 2 7 Jf A i March 1933. .1. c. VADSET 1.900.848

RUDDER FOR SEA GOING VESSELS Filed Jan. 25, 1932 4 Sheets-Sheet 3 JG. M40557 March 7, 1933. J. G. VADSET 1,900,848

RUDDER FOR SEA GOING VESSELS Filed Jan. 25, 1932 4 Sheets-Sheet 4 40 .FIGAO. 43

Patented Mar. 7, 1933 PATENT @FFICE JOHAN GUNDERSEN 'VADSET, OF STAVAN' GER, NORWAY RUDDER FOR SEA-GOING VESSELS Application filed January 25, 1932, Serial No. 588,716, and in Norway February 23, 1931.

The subject matter of this invention is a jury rudder, for use in cases in which the ordinary steering gear of a vessel becomes unserviceable for some reason. The ury rudder consists of one or more steering devices, which can be rigged out on both sides of a vessel, and connected to the vessel by lines by means of which the said steering devices are worked. The position of each of these steering devices in relation to the side of the vessel is controlled by one of the said working (or steering) lines, and the vessels course is accordingly directed towards one side or the other. Each of the said steering devices is further provided with small auxiliary steering devices holding the main jury rudder in its proper position in the water and in its proper position in relation to the side of the vessel.

An embodiment of the invention is illustrated by Figures 1 to 4 of the attached drawings, which show the starboard steering device, which is alone illustrated by the drawings. The port steering device is its exact counterpart.

Figure 1 is a front elevation of the improved device: Figure 2 an end view; Figure 3 a rear view and Figure 4 a view from above of the steering device.

Figures 5 to of the drawings illustrate a few modes of executing, by way of example, of the arrangement of the lines of this jury rudder. which will be described hereinafter.

The steering device consists of an iron sheet 1 curved in the shape of a half cylinder, covered outside with a lining of (deal or fir) planks 2 all over its length and width. This plate 1 is stiffened interiorly by six (deal or fir) posts 3, the two outermost of these posts being fitted at the ends of the steering device, whilst the remaining posts are fitted as shown by the drawings.

The posts which are fitted nearest to the 45 outermost posts are placed at a distance from the ends of the steering device equal to onefifth of the total length of the steering device.

The height of the posts is equal to one-fifth of the length of the steering device; the width of the posts is equal to one-fourth of their height and their thickness is equal to onethird of their width.

The posts are thus fitted in the steering device at a distance between their front side and the front edge of the plate 1 which is equal to one-fourth of the height of the posts, as shown by Figure 2.

As already stated, the posts and the plank lining may be made of deal or of fir, the steering device being of such proportions that the wooden and iron components ensure that its displacement corresponds to its Weight in the water, and prevents its sinking.

In the case of large steering devices, the number of the posts fitted in the central part of a steering device must naturally be larger than is shown by the mode of execution illustrated.

The posts 3 are connected with the plate 1 by two angle bars 4 and 5 fitted respectively at the top and at the foot of the posts, on the back side of which is also fitted a small iron plate 6 placed longitudinally on and in the middle of the said posts. Each post is further connected with the plate 1 by a brace 7 leading to the top of the plate, and running transversely from the inner side of the plate to the post. Between the inner bottom edge of the plate and the posts is fitted an oblique (steering) plate 8 running from one end to the other of the steering device, the purpose of which is twofold, firstly to stiffen the steering device, and secondly to keep it down in the sea. The upper edge of this steering plate 8 is notched over a short distance at the sides of the posts, so that the parts of the edge of the plate between the posts are bent down at an angle, whilst the parts corresponding to the posts are bent upwards and fastened to the posts. The angle of inclination of the steering plate is of considerable importance, in that it will force down the steering device in its proper position in the sea, but it has been found that it may suitably be given an angle of about 50 degrees from the vertical.

The steering device is further provided with ten vertical bolts connecting the top and bottom parts of the iron plates. These bolts are fitted close to the posts, one on each side of the latter, and in a line with their centres, as shown by the drawings. The posts are mutually connected outside by ten crossstays 10, running from the top of each post to the foot of the next post.

Round the plank lining 2 of the plate is fitted a set of iron bands 11 to 16, one in the way of each post and in line with its centre. The bands 12 and 13 project a little beyond the edge of the plate 1, and are provided with eyes at each of their ends. The band 17 is fitted on the steering device a little in front of the band 12, as shown by the drawings. At the ends of the bands 12, 13 and 17 are attached short ends of line 18 with a length of about twice the height of the steering device, leading jointly to rings 19 (Figures 5 and 6), and to these rings 19 are attached in their turn, the lines leading to the vessel.

Angular support brackets 20, made of iron, are fitted at each post, in such a manner that their ends are attached to the inner side of the plate, whilst their knees, which are provided with a hole 21, rest against the back side of the posts. Bolts 22, one for each post, run horizontally from the front side of the posts to the back side of the plank lining, and consequently through the posts 3, the plate 6, and the hole 21, and thence to and through the plate 1, the plank-lining 2 and the bands 11 to 16. An iron tube 23 is fitted between the knee of the bracket 18 and the inner side of the plate, round the bolt 22.

At the back end of the steering device are fitted two special auxiliary steering devices, a top one 24 and a bottom one 25.

The top steering device 24, which has the form of an inclined plane, and consists of a piece of plank, is fitted on the top of the plank-lining at the end of the steering device, with its highest point at the rear edge of the steering device, and extends nearly to the second post. Its width is about one-half of its length. This inclined plane, which is covered with an iron plate 26, forms with the horizontal an angle of about 12 degrees. The purpose of the upper auxiliary steering device is to drive the main device up to the surface of the sea in the event of its keeping too deep in the water for some reason or other.

The terminal steering device 25 consists of a wooden plank of semi-elliptical shape of the same thickness as the posts. It is secured to the rearmost post and leads from it in a vertical plane, forming a backwards angle (Figure 4). suitably of degrees with the terminal plane of the steering device. The terminal plane is attached to the post by four iron bands 27, two on each side. Round its elliptic edge runs an iron band having a width equal to the thickness of the terminal steering device, and protruding a little beyond the edge attached to the outside of the plank-lining. The terminal steering device is secured at the back by two iron stays 29 attached to the outer edges of the terminal steering device and to the plank-lining, as shown by the drawings. The purpose of this terminal steering device is to keep the main steering device away from the side of the vessel.

Figures 5 and 6 show the arrangement of the lines of the steering device near the atee ing device. Figures 7 to 12 show four ditl'erent arrangements of the lines of the jury rudder (steering systems 2 3 and 4), by means of which the steering devices are towed and operated. Figure 7 illustrates steering system No. 1, in which two steering devices are launched, one on each side of the vessel. From the starboard bow of the vessel a (towing) line leads to the foremost fastening ring 19 (Figures 5 and 6) and from the starboard quarter two lines run to the steering device to the two rear fastening rings 19 to which they are attached. The foremost, or steadying line 31, is fixed, whilst the other, or steering line 32, by means of which the steering process is carried out, can be hove in or paid out with a winch. The two rearmost fastening rings 19 to which lead the steadying and the steering line are connected by a short line 33.

Figure 7 shows the starboard steering device in its normal position, whilst the port steering device is made to swing backwards by slacking the steering line. The ves el will accordingly swing to the port side. @n the steering line is tilted a mark 33, which, in its normal position, is placed opposite a mark 34 on deck. The steering line is provided, at intervals of one metre, with further marks which, in relation to the reference mark 34, indicate the number of metres by which the steering line is paid out from the normal mark 33.

If both steering lines of the steering device are in their normal position, the vessel will travel dead straight ahead.

It is necessary to adjust the speed of the vessel to the position of the steering devices; in the sea, to prevent these devices rising too high in the water and lying on the surface.

When it is intended to heave out the steering devices, the steering device on the ice- Fide of the stern or sea is hove out first b paying out the lines little by little. and it is then observed whether the steering device takes off the side of the vessel and assisting in doing so. The vessel is then swung to the gale with the aid of the first steering device thus hove out, and it is then easier to heave out the other steering device in the same manner.

If a vessel has sustained engine damage, or lost her propeller, one steering device can be employed, to keep the vessel hove to, and act as a sea-anchor.

When it is proposed to manoeuvre a vessel with the aid of a jury rudder, its ordinary rudder must be released from the steering gear, so that it can swing freely from side to side. If this is impossible, the rudder must be locked amidships.

Figure 9 illustrates steering system No. 2, in which use is also made of two steering devices, one on each side. The towing line is rigged as already stated. From the quarter of the vessel leads a (steadying) line 41, which is fixed. The steering line 42 with which the steering device is operated, is atiached to the towing line 40 by means of a ring 43. The two rearmost fastening rings 19 of the steering device are fitted with short ends 38 leading jointly to the ring 39' connected with the steadying line 41. Figure 9 shows both steering devices in their normal position. WVhen the starboard steering line 42 is now hove gradually from its position a to the positions b to g, the vessel will swing smartly to starboard accordingly.

Figure 8 illustrates the steering system No. 3, in which use is also made of steering devices at the rate of one on each side. The tow line 36 leads, as stated previously, from the forward fastening ring 19 to the starboard bow of the vessel. From the quarter of the vessel leads a (steering) line 37, which is fastened to the steering device in the same manner as is described in connection with steering system No. 2 (Figure 6). In the case of Figure 8, both steering devices are in their normal position. When the starboard steering line 37 is now slacked, the vessel will be made to turn to the starboard side.

Figure 10 illustrates the steering system No. 4, which is a combination of the steering systems Nos. 1 and 2 (Figures 7 and 9), and in which use is accordingly made of four steering devices, two on each side of the vessel.

The remarks already made in connection with the heaving out of steering devices apply to all steering systems.

The arrangement (steering system No. 3) shown by Figure 8 is for the use of small vessels; the arrangements shown by Figures 7 and 9 (steering systems Nos. 1 and 2) for the use of medium-sized vessels, and the arrangement shown by Figure 10 (steering system No. 4) for the use of lar e vessels.

The steering systems descri d are employed for steering vessels of various dimensions.

Figure 7 for instance, shows steering system No. 1, with three lines, a towing, a steady ing, and a steering line, leading from the vessel to each of the steering devices. The

length of these lines is determined by the following rules :-The length of the vessel is divided by twelve, giving a twelfth of 5 metres if the vessel has a length of sixty metres. The length of the towage line must then be fifteen and a half times a twelfth of the length of the vessel, or, in the example quoted, 77.5 metres, reckoned from the stem of the vessel to the steering device, including the line-ends which are directly attached to the steering device. The steering line must have a length of six and a half times a twelfth of the length of the vessel, or 32.5 metres reckoned from the side of the vessel to the steering device, including again the line-ends which are attached directly to the steering device. The length of the steering line is determined as follows :When the steering line is hove in until the normal mark 33 is opposite the reference mark 34 on deck, the length of the steering line must be six and a half times a twelfth of the length of the vessel, or 32.5 metres reckoned from the side of the vessel to the steering device, including the line-ends which are attached directlyto the steering device. 1

Provision is made, from the normal mark 33 on the steering line onwards, of further marks 1, 2, 3, etc., at distances of one metre as far as 20, or more or less, as may be, required. The steering is adjusted in accordance with these numbered marks, the steering line being paid out or hove in until the required mark is reached. Figure 7 shows an example, in which the vessel is made to swing to port.

The fact that the steering device rises to and lies on the surface of the sea indicates that the vessel is making'too much speed, and the speed must then be adjusted until the steering devices assume a proper position in the sea. Steering lines are worked by means of tackle, warping drums or winches, but must not be coiled round winches. Some member of the crew must cast the line off the winch or sling it round the drum when the line has-to be hove in or paid out. As already stated, it is necessary, when it is proposed to steer a vessel by means of the jury rudder described, to release the ordinary rudder from the steering gear of the vessel, so that it can swing freely from side to side, or, if this is impracticable, to lock the rudder in a line with the keel.

The rules set out above apply also to the steering systems Nos. 2, 3 and 4.

The proper length of the lines can be determined in the following manner :-The four steering systems illustrated are drawn to a definite scale, as in the case of a vessel of 100 metres, for instance. A ruler is then laid on a certain line, the towing line, for instance, and its length is then found to be about 129 metres, in the case of a ship of 100 metres. If the vessel, for which a length of towing line has to be determined, has30 metres, the length of the towing line will be found to have to be 32.7 metres.

All the lines must be manila ropes. The ends attached directly to the steering devices inc devices on each side.

may be steel wires, or strong lines of any other description. The length of these short ends must be double the height of the steering'device, reckoned from the edge of the steering device to the ring 19 (Figures 5 and 6). The line 35 between the two rearmost rings 19 must have a length of five-eighths of the length of the steering device (Figure 5). The length of line 38 (Figure 6) must also be five-eighths of the length of the steering device.

The steering devices of the jury rudder must have a length proportional to the div mensions'of the vessel. in accordance with the following rule The length of the steering device must be equal to the deep-draw ng mark of the vessel reckoned up to the load-line at the stern with the addition of 2 metres. Consequently. if the deep-drawing mark of the vessel is 10 metres. the steering device must have a length of 12 metres.

The length of a steerino device must not exceed 17 metres howe er. Vessels havin an immersion of over 15 metres in the sea water. reckoned up to the load-line. must t erefore make use of steering .svstem No. 4

(F mire l0). involving th use of two steer- For the use of this steering svstem the length of the s eering de ce is determined in accordance with the following rule :The steerin de ices must have a In. oth of half the deep draught of the v e h the ad itionof 3 metres. Cons ouentlv f a ve sel as a. deem dra'ur of 20 metres. the lenoth of each of he four steer ng de ces must he 13 metres. If the ves el. has an mmersi n of 5 m tre in sea wate reckned to t load-l ne. the lengt of each of the fou steerino: devices must be 10.5 metre On board lar shins. use must be made f a launching dev ce'for heaving: o t th ste r n dev ces. h starboard and nort steer nr. device o device are n t launched s m 'ltaneouslv. If the. starboard is the w ndsteering device with the vessel, one of said lines leading to the bow, and the other of which leads to the stern of the vessel, the arrangement of said devices in relation to the side of the vessel being such that the steering of-the vessel in either direction sideways is controlled by paying out or heaving in one of the said lines.

2. A jury rudder for steering vessels comprising a semi-cylindrical body having its open side facing in the direction of the vessel, a line connected at one end adjacent the front of said body and at its other end to the bow of the vessel, and another line connected with said body at a point to the rear of the first mentioned line therewith and also connected with the stern of the vessel, said last mentioned line being adapted to be paid out or drawn in to change the angular position of said body with reference to the path of movement of the vessel.

3. A jury rudder comprising a semi-cylindrical body made up of a sheet iron outer facing and an interior wood facing, and bracing elements connecting the faces of the concave side of the body.

4. A jury rudder including a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached, an inclined plate fitted longitudinally of the body within the concave side for the purpose of keeping said body in proper position in the sea.

5. A jury rudder including a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached. and means within the concave side of the body to keep the same down in its proper position within the sea.

6. A jury rudder including a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached, and means within the concave side of the body to keep the same down in its proper position within the sea, said means comprising a longitudinally disposedplate arranged at an angle of approximately 50 from the vertical.

7. A jury rudder including a semi-cylindrical. body adapted to have its concave side face toward the vessel to which it is attached, and an auxiliary steering device on said body, said device consisting of an inclined plane fitted to the rear upper side of said body and adapted to keep the said body at the surface of the sea if it displays a tendency to dip too far down into the sea.

8. A. jury rudder including a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached,

and a terminal steering device fitted to the rear end of said body comprising a plate fitted in. an approximately vertical plane and mounted obliquely to the back side of the body, said terminal steering device adapted to keep said body away from the side of the vessel.

9. A jury rudder comprising, a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached, said body having means at its top side for keeping the same down in its proper position in the sea, and means also at the rear end of the body for keeping the same away from the side of the vessel.

10. A jury rudder including a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached, an upper auxiliary steering device consisting of an inclined plane fitted to the top rear end of said body, the inclination of said plane being approximately 12 from the horizontal for the purpose of keeping said body at the surface of the sea if it displays a tendency to dip too far into the sea.

11. A jury rudder including a semi-cylindrical body adapted to have its concave side face toward the vessel to which it is attached, and a steering device fitted to the rear end of said body and consisting of a plate and mounted in a vertical plane and at an angle of inclination of approximately for the purpose of keeping said body away from the side of the vessel.

In testimony whereof I have aflixed my signature hereto this 6th day of January 1932.

J OHAN GUNDERSEN VADSET. 

